Dual pressure pressure regulator

ABSTRACT

An auxiliary transmission section (14) shift control system (230)/method is provided which includes a control member (234) to prevent auxiliary section synchronized clutch (92, 128) damage if the main transmission section (12) is engaged during an auxiliary section shift. Upon sensing main section engagement during a shift into the auxiliary section high-speed ratio, the force used to engage the high speed ratio is reduced from a first to a considerably lower second level by reducing the pressurization of the actuating pressurized fluid. To accomplish this, a dual pressure pressure regulator assembly (234) is utilized.

BACKGROUND OF THE INVENTION

1. Related Applications

This application is related to copending U.S. patent applications:

U.S. Ser. No. 824,673, entitled INTERLOCK MECHANISM FOR RANGE SECTION SLAVE VALVE;

U.S. Ser. No. 824,675, entitled RANGE VALVE PRE-EXHAUST;

U.S. Ser. No. 824,961, entitled TWO-STAGE RANGE PISTON/CYLINDER ASSEMBLY;

U.S. Ser. No. 824,645, entitled VARIABLE PRESSURE RANGE SECTION ACTUATOR PISTON;

U.S. Ser. No. 824,924, entitled AUXILIARY SECTION ACTUATOR CONTROL SYSTEM AND METHOD;

U.S. Ser. No. 824,672, entitled VARIABLE PRESSURE RANGE SECTION ACTUATOR ASSEMBLY;

U.S. Ser. No. 824,682, entitled AUXILIARY SECTION ACTUATOR AIR CONTROL SYSTEM;

U.S. Ser. No. 824,638, entitled RANGE SECTION ACTUATOR CONTROL SYSTEM AND METHOD FOR PREVENTING DAMAGE TO RANGE SECTION SYNCHRONIZERS;

U.S. Ser. No. 824,925, entitled RANGE SECTION PROTECTION VALVE ASSEMBLY;

U.S. Ser. No. 824,956, entitled SYNCHRONIZED SPLITTER SECTION PROTECTION SYSTEM/METHOD; all assigned to the same assignee, Eaton Corporation, and filed the same day, Jan. 23, 1992, as this application.

2. Field of the Invention

The present invention relates to a system and/or method for controlling the auxiliary section actuator of a vehicular compound transmission. In particular, the present invention relates to systems and/or methods for controlling the force of engagement of auxiliary section synchronized jaw clutches in compound transmissions of the type comprising one or more multiple speed auxiliary transmission sections connected in series with a multiple speed main transmission section. More particularly, the present invention relates to a dual pressure pressure regulator mechanism and/or method for protecting the auxiliary section synchronized jaw clutches of a compound heavy duty vehicular transmission during a compound shift by applying either a first or a second relatively lower pressure to the shift actuator depending upon sensing a not engaged or engaged condition, respectively, of the main transmission section.

3. Description of the Prior Art

Compound change gear transmissions of the type having one or more auxiliary sections connected in series with a main transmission section are very well known in the prior art. Such transmissions are typically associated with heavy duty vehicles such as large trucks, tractor/semi-trailers, and the like. Briefly, by utilizing main and auxiliary transmission sections connected in series, assuming proper relative sizing of the ratio steps, the total of available transmission ratios is equal to the product of the main and auxiliary section ratios. By way of example, at least in theory, a compound change gear transmission comprising a four (4) speed main section connected in series with a three (3) speed auxiliary section will provide twelve (4×3=12) available ratios.

Auxiliary transmission sections are of three general types: range type, splitter type or combined range/splitter type.

In compound transmissions having a range type auxiliary section, the range section ratio step or steps are greater than the total ratio coverage of the main transmission section and the main section is shifted progressively through its ratios in each range. Examples of compound transmissions having range type auxiliary sections may be seen by reference to U.S. Pat. Nos. 4,974,474; 4,964,313, 4,920,815; 3,105,395; 2,637,222 and 2,637,221, the disclosures of which are hereby incorporated by reference.

Assignee's well known RT/RTO 11609 and RT/RTO 11610 "Roadranger" transmissions are examples of a "(4+1)×(2)", nine speed and "(5)×(2)" ten speed heavy duty range type transmissions.

In compound transmissions having a splitter type auxiliary section, the ratio steps of the splitter auxiliary section are less than the ratio steps of the main transmission section and each main section ratio is split, or subdivided, by the splitter section. Examples of compound change gear transmissions having splitter type auxiliary sections may be seen by reference to U.S. Pat. Nos. 4,290,515; 3,799,002; 4,440,037 and 4,527,447, the disclosures of which are hereby incorporated by reference.

In a combined range and splitter type auxiliary section, or sections, both range and splitter type ratios are provided allowing the main section to be progressively shifted through its ratios in at least two ranges and also allowing the main section ratios to be split in at least one range.

One example of a compound transmission having a single combined range/splitter type auxiliary section may be seen by reference to U.S. Pat. Nos. 3,283,613; 3,648,546, the disclosures of which are hereby incorporated by reference. A three gear layer, four-speed combined splitter/range type auxiliary section may be seen by reference to U.S. Pat. No. 4,754,665, the disclosure of which is hereby incorporated by reference. Assignee's well known RT/RTO 11613 and RT/RTO 14718 "Eaton Roadranger" transmissions are examples of a "(4+1)×(3)" thirteen-speed and a "(4+1)×(4)" eighteen-speed combined range/splitter type transmission.

Another example is the "Ecosplit" model of transmission sold by Zahnradfabrik Friedrichshafen Aktiengeseushaft of Friedrichshafen, Federal Republich of Germany which utilizes a separate splitter auxiliary section in front of, and a separate range auxiliary section behind, the main transmission section.

It should be noted that the terms main and auxiliary sections are relative and that if the designations of the main and auxiliary sections are reversed, the type of auxiliary section (either range or splitter) will also be reversed. In other words, given what is conventionally considered a four-speed main section with two-speed range type auxiliary section, if the normally designated auxiliary is considered the main section, the normally designated main section would be considered a four-speed splitter type auxiliary section therefor. By generally accepted transmission industry convention, and as used in this description of the invention, the main transmission section of a compound transmission is that section which contains the largest (or at least no less) number of forward speed ratios, which allows section of a neutral position, which contains the reverse ratio(s) and/or which is shifted (in manual or semiautomatic transmissions) by manipulation of a shift bar or shift rail or shift shaft/shift finger assembly as opposed to master/slave valve/cylinder arrangements or the like.

In compound transmissions of the range or the combined range/splitter or splitter/range types, the main transmission section is typically shifted by means of a shift bar housing assembly, or single shift shaft assembly, controlled by a manually operated shift lever or the like and the auxiliary range section is shifted, in "repeat H" type transmissions, by means of button or switch, usually manually operated, which controls a remote slave valve/actuator mechanism. In so-called "double H" or "one and one-half H" type controls, the range is shifted by switches responsive to positioning of the shift lever. Double H type controls are well known in the prior art as may be seen by reference to U.S. Pat. Nos. 4,633,725 and 4,275,612, the disclosures of which are incorporated hereby by reference.

As the range section often utilizes synchronized jaw clutches, to provide acceptable shift quality and prevent undue wear and/or damage to the range section synchronized jaw clutches, it has been an object of the prior art to provide devices to assure that a range shift be initiated and hopefully completed while the main transmission section is in neutral.

In view of the above, the prior art compound range type transmissions usually include a control system, usually a pneumatic control system, including interlock devices, which allowed a range shift to be preselected by use of a selector button or switch at a master control valve but not initiated until the main transmission section is shifted to, or at least towards, the neutral condition. Such systems typically utilized interlocks of the mechanical type on the range section actuator mechanical linkage which physically prevented movement of the range section shift fork until the main section shifted into neutral or of the type wherein the valve (often called the "slave valve") supplying pressurized air to the range section pistons is either disabled or not provided with pressurized fluid until a shift to main section neutral is sensed, or is only activated and provided with pressurized fluid while the main section is shifted to and remains in neutral. Examples of such transmissions and the control systems therefor may be seen by reference to U.S. Pat. Nos. 2,654,268; 3,138,965 and 4,060,005, the disclosures of which are hereby incorporated by reference. Transmissions using range section control valves (supply and/or exhaust) which are interlocked until a main section shift to neutral occurs may be seen by reference to U.S. Pat. Nos. 3,229,551; 4,450,869; 4,793,378 and 4,974,474, the disclosures of which are incorporated by reference.

While the prior art systems do provide considerable protection for the range section synchronizers by preventing initiation of a range shift until the main section is shifted into neutral, they are not totally satisfactory as while they assure that a range section shift will not initiate until the main section is in neutral, they do not prevent the condition wherein the main section shift is faster than (i.e. "beats") the range shift. As is well known, under certain conditions, if the range synchronized clutch attempts to engage while main section is engaged, a portion of the engine torque is transferred to the vehicular drive wheels entirely by the engaged synchronizer friction surfaces and the synchronizer friction members can be rapidly damaged. In such condition, the range synchronizers, especially the direct or high speed range synchronizer may be damaged or destroyed relatively quickly. In the event of an unintended attempt to make a range only shift, such damage may occur within about two (2.0) seconds.

Transmissions utilizing mechanical interlock devices, of both the rigid and the resilient type, may be seen by reference to U.S. Pat. Nos. 4,974,474; 4,944,197 and 4,296,642, the disclosures of which are hereby incorporated by reference. Such devices typically locked the range clutch into high or low position while the main section is not in neutral and/or locked the main section in neutral if the range clutch was not engaged in the high or low speed position thereof. While these systems will, when operating properly, prevent damage to the range synchronizers caused by attempting to engage a range clutch while the main section is not in neutral, they were not totally satisfactory as (i) a fast main section shift can result in the auxiliary section being locked in an undesirable ratio, (ii) if a range clutch is hung up on the blocker the main section cannot be engaged to manipulate the clutches, (iii) resilient devices may not properly interlock or may bind, (iv) considerable wear and stress may be caused to the interlock and/or shift actuator members and/or (v) with wear, friction locks of the interlock mechanisms may occur.

SUMMARY OF THE INVENTION

In accordance with the present invention, the drawbacks of the prior art are minimized or overcome by the provision of an auxiliary section actuator control system and method which will protect the auxiliary section synchronizers if the main section is engaged prior to completion of an attempted auxiliary section shift and which will also allow the attempted auxiliary section shift to be completed upon the jaw clutch members of the engaging synchronized clutch achieving a substantially synchronous rotation.

The above is accomplished by providing means for sensing if the main transmission section is in a neutral or not neutral condition, and is responsive to cause the selected range clutch to be applied with a first, relatively high force if the main section is in neutral and to be applied with a second, relatively lower force if the main section is not in neutral.

The invention is particularly well suited for controlling the engagement of the range high speed or direct synchronized clutch. Protection for the low speed or reduction synchronized auxiliary section clutch is usually not required as, when shifting into auxiliary low, torque across the synchronizer friction surfaces will tend, especially in pin type synchronizers, to cause unblocking of a blocked synchronizer to cause rapid engagement of the clutch.

Accordingly, it is an object of the present invention to provide a new and improved auxiliary section (range) shifting control system for a compound transmission of the type utilizing synchronized jaw clutches in the auxiliary sections thereof.

Another object of the present invention is to provide an auxiliary section actuator control system/method for urging engagement of a selected auxiliary section synchronized clutch (usually the direct or high speed range ratio) with a relatively high force if the main transmission section is not engaged or with a relatively low force if the main transmission section is engaged (not neutral).

A further object of the present invention is to provide a dual pressure pressure regulator for an auxiliary section actuator control system which is effective to provide actuator fluid (usually pressurized air) which is selectively pressurized to either a first pressure or to a second relatively lower pressure.

These and other objects and advantages of the present invention will become apparent from a reading of the detailed description of the preferred embodiment taken in connection with the attached drawings.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 is a schematic illustration of a compound transmission having a range type auxiliary section and utilizing the pneumatic control system of the present invention.

FIG. 1A is a schematic illustration of the shifting mechanisms of the transmission of FIG. 1.

FIG. 1B is a schematic illustration of the "repeat H" type shift pattern of the transmission of FIG. 1.

FIG. 1C is a schematic illustration of a "double H" type shift pattern for the transmission of FIG. 1.

FIG. 2 is a schematic illustration of a compound transmission having a combined splitter/range type auxiliary section with which the pneumatic control system of the present invention is particularly useful.

FIG. 3 (A and B) is a partial view, in cross-section, of the auxiliary section 102 of transmission 100.

FIG. 4 is a prospective view of a single shift shaft type mechanism.

FIG. 5 is a schematic illustration of an air control system for implementing the present invention.

FIG. 6 is a sectional view of a prior art filter regulator.

FIG. 7 is a sectional view of the dual pressure filter regulator of the present invention.

FIG. 8 is a partial view of an alternate embodiment.

FIG. 8A is a chart illustrating the operation of the embodiment of FIG. 8.

DESCRIPTION OF THE PREFERRED EMBODIMENT

Certain terminology will be used in the following description for convenience in reference only and will not be limiting. The words "upwardly", "downwardly", "rightwardly", and "leftwardly" will designate directions in the drawings to which reference is made. The words "forward", "rearward", will refer respectively to the front and rear ends of the transmission as conventionally mounted in a vehicle, being respectfully from left and right sides of the transmission as illustrated in FIG. 1. The words "inwardly" and "outwardly" will refer to directions toward and away from, respectively, the geometric center of the device and designated parts thereof. Said terminology will include the words above specifically mentioned, derivatives thereof and words of similar import.

The term "compound transmission" is used to designate a change speed or change gear transmission having a multiple forward speed main transmission section and a multiple speed auxiliary transmission section connected in series whereby the selected gear reduction in the main transmission section may be compounded by further selected gear reduction in the auxiliary transmission section. "Synchronized clutch assembly" and words of similar import shall designate a positive, jaw-type clutch assembly utilized to nonrotatably couple a selected gear to a shaft by means of a positive clutch in which attempted engagement of said clutch is prevented until the members of the clutch are at substantially synchronous rotation and relatively large capacity friction means are utilized with the clutch members and are sufficient, upon initiation of a clutch engagement, to cause the clutch members and all members rotating therewith to rotate at substantially synchronous speed.

The terms "neutral" and "not engaged" are used interchangeably and refer to a main transmission section condition wherein torque is not transferred from the transmission input shaft to the mainshaft (in transmissions of the general type illustrated in FIGS. 1 and 2). The terms "not neutral" and "engaged" are used interchangeably and refer to a main transmission section condition wherein a main section drive ratio is engaged and drive torque is transferred from the transmission input shaft to the main shaft (in transmissions of the general type illustrated in FIGS. 1 and 2).

The term "high speed" ratio refers to that ratio of a transmission section wherein the rotational speed of the output is greatest for a given input rotational speed.

Referring to FIGS. 1, 1A and 1B, a range type compound transmission 10 is illustrated. Compound transmission 10 comprises a multiple speed main transmission section 12 connected in series with a range type auxiliary section 14. Transmission 10 is housed within a housing H and includes an input shaft 16 driven by a prime mover such as diesel engine E through a selectively disengaged, normally engaged friction master clutch C having an input or driving portion 18 drivingly connected to the engine crankshaft 20 and a driven portion 22 rotatably fixed to the transmission input shaft 16.

In main transmission section 12, the input shaft 16 carries an input gear 24 for simultaneously driving a plurality of substantially identical countershaft assemblies 26 and 26A at substantially identical rotational speeds. The two substantially identical countershaft assemblies are provided on diametrically opposite sides of mainshaft 28 which is generally coaxially aligned with the input shaft 16. Each of the countershaft assemblies comprises a countershaft 30 supported by bearings 32 and 34 in housing H, only a portion of which is schematically illustrated. Each of the countershafts is provided with an identical grouping of countershaft gears 38, 40, 42, 44, 46 and 48, fixed for rotation therewith. A plurality of mainshaft gears 50, 52, 54, 56 and 58 surround the mainshaft 28 and are selectively clutchable, one at a time, to the mainshaft 28 for rotation therewith by sliding clutch collars 60, 62 and 64 as is well known in the prior art. Clutch collar 60 may also be utilized to clutch input gear 24 to mainshaft 28 to provide a direct drive relationship between input shaft 16 and mainshaft 28.

Typically, clutch collars 60, 62 and 64 are axially positioned by means of shift forks 60A, 62A and 64A, respectively, associated with the shift housing assembly 70, as well known in the prior art. Clutch collars 60, 62 and 64 may be of the well known synchronized or nonsynchronized double acting jaw clutch type.

Mainshaft gear 58 is the reverse gear and is in continuous meshing engagement with countershaft gears 48 by means of conventional intermediate idler gears (not shown). It should also be noted that while main transmission section 12 does provide five selectable forward speed ratios, the lowest forward speed ratio, namely that provided by drivingly connecting mainshaft drive gear 56 to mainshaft 28, is often of such a high gear reduction it has to be considered a low or "creeper" gear which is utilized only for starting of a vehicle under severe conditions and is not usually utilized in the high transmission range. Accordingly, while main transmission section 12 does provide five forward speeds, it is usually referred to as a "four plus one" or "(4+1)" main section as only four of the forward speeds are compounded by the auxiliary range transmission section 14 utilized therewith.

Jaw clutches 60, 62, and 64 are three-position clutches in that they may be positioned in the centered, nonengaged position as illustrated, or in a fully rightwardly engaged or fully leftwardly engaged position by means of a shift lever 72. As is well known, only one of the clutches 60, 62 and 64 is engageable at a given time and main section interlock means (not shown) are provided to lock the other clutches in the neutral condition.

Auxiliary transmission range section 14 includes two substantially identical auxiliary countershaft assemblies 74 and 74A, each comprising an auxiliary countershaft 76 supported by bearings 78 and 80 in housing H and carrying two auxiliary section countershaft gears 82 and 84 for rotation therewith. Auxiliary countershaft gears 82 are constantly meshed with and support range/output gear 86 which is fixed for rotation with mainshaft 28 while auxiliary section countershaft gears 84 are constantly meshed with output gear 88 which surrounds transmission output shaft 90.

A two-position synchronized jaw clutch assembly 92, which is axially positioned by means of shift fork 94 and the range section shifting actuator assembly 96, is provided for clutching either gear 88 to output shaft 90 for low range operation or gear 86 to output shaft 90 for direct or high range operation of the compound transmission 10. The "repeat H" type shift pattern for compound range type transmission 10 is schematically illustrated in FIG. 1B. Selection and/or preselection of low or high range operation of the transmission 10 is by means of an operator actuated switch or button 98 which is usually located at the shift lever 72.

Although the range type auxiliary section 14 is illustrated as a two-speed section utilizing spur or helical type gearing, it is understood that the present invention is also applicable to range type transmissions utilizing combined splitter/range type auxiliary sections, having three or more selectable range ratios and/or utilizing planetary type gearing. Also, as indicated above, any one or more of clutches 60, 62 or 64 may be of the synchronized jaw clutch type and transmission sections 12 and/or 14 may be of the single countershaft type.

The main transmission section 12 is controlled by axial movement of at least one shift rail or shift shaft contained within the shift bar housing 70 and controlled by operation of the shift lever 72. As is known, shift lever 72 may be mounted directly to, or remotely from, the transmission. Devices of this type are well known in the prior art and may be seen by reference to U.S. Pat. No. 4,621,537, the disclosure of which is hereby incorporated by reference. The range section is controlled by operation of button 98, or a position switch 98A in the case of a "double H" type control, both as well known in the prior art. Shift bar housing 70 may also be of the more conventional multiple shift rail type, well known in the prior art as may be seen by reference to U.S. Pat. Nos. 4,782,719; 4,738,863; 4,722,237 and 4,614,126, the disclosures of which are incorporated by reference.

The control system of the present invention is equally applicable to compound transmissions having range, combined range/splitter or splitter/range type auxiliary sections.

Referring to FIG. 2, compound change gear mechanical transmission 100 is an eighteen forward speed transmission comprising a main transmission section 12A, identical, or substantially identical, to main transmission section 12 described above in reference to prior art transmission 10. Main transmission section 12A of transmission 100 differs from main transmission section 12 of transmission 10 only in that main shaft 28A extends slightly further into the auxiliary transmission section 102 than does main shaft 28 extend into auxiliary transmission section 14. In view of the substantially identical structure of main transmission sections 12 and 12A, main transmission section 12A will not be described again in detail.

Auxiliary transmission section 102 includes two substantially identical auxiliary countershaft assemblies 104 and 104A, each comprising an auxiliary countershaft 106 supported by bearings 108 and 110 in housing H and carrying three auxiliary section countershaft gears 112, 114 and 116 fixed for rotation therewith. Auxiliary countershaft gears 112 are constantly meshed with and support auxiliary section splitter gear 118 which surrounds mainshaft 28A. Auxiliary countershaft gears 114 are constantly meshed with and support auxiliary section splitter/range gear 120 which surrounds the output shaft 122 at the end thereof adjacent the coaxial end of mainshaft 28A. Auxiliary section countershaft gears 116 constantly mesh and support auxiliary section range gear 124, which surrounds the output shaft 122. Accordingly, auxiliary section countershaft gears 112 and splitter gear 118 define a first gear layer, auxiliary section countershaft gears 114 and splitter/range gear 120 define a second gear layer and auxiliary section countershaft gears 116 and range gear 124 define a third layer, or gear group of the combined splitter and range type auxiliary transmission section 102.

A sliding two position jaw clutch collar 126 is utilized to selectively couple either the splitter gear 118 or the splitter/range gear 120 to the mainshaft 28A, while a two position synchronized assembly 128 is utilized to selectively couple the splitter/range gear 120 or the range gear 124 to the output shaft 122. The structure and function of double acting sliding jaw clutch collar 126 is substantially identical to the structure and function of sliding clutch collars 60, 62 and 64 utilized in connection with transmission 10 while the structure and function of double acting synchronized clutch assembly 128 is substantially identical to the structure and function of synchronized clutch assembly 92 utilized in connection with transmission 10. Synchronized clutch assemblies such as assemblies 92 and 128 are well known in the prior art and examples thereof may be seen by reference to U.S. Pat. Nos. 4,462,489; 4,125,179 and 2,667,955, the disclosures of all of which are incorporated by reference.

Such clutches typically include a pair of axially engageable jaw clutch members, a sensor/blocker device for sensing nonsynchronous rotation of the jaw clutch members and blocking axial engagement thereof and a pair of friction surfaces, often conical, which are urged into contact to frictionally connect the jaw clutch members to cause substantially synchronous rotation thereof. During attempted engagement of such assemblies, assuming a substantial nonsynchronous condition, the clutch will assume a blocked position wherein the blocker device prevents axial engagement of the jaw clutch members and the friction surfaces are engaged under force. If the clutch assembly remains in the blocked position under a high axial engagement force while the main transmission is engaged for an extended period of time, excessive torque loading can damage and/or destroy the friction surfaces.

The detailed structure of the preferred embodiment of auxiliary section 102 is illustrated in FIGS. 3A and 3B, wherein it may be seen that the rearward end of mainshaft 28A extending into the auxiliary transmission section 102 is provided with external splines 130 which mate with internal splines 132 provided on clutch collar 126 for rotationally coupling clutch collar 126 to the mainshaft 28A while allowing relative axial movement therebetween. The clutch collar 126 is provided with clutch teeth 134 and 136 for selective axial engagement with clutch teeth 138 and 140 provided on gears 118 and 120, respectively. The clutch collar 126 is also provided with a groove 141 for receipt of a shift fork 142.

Gear 118 surrounds mainshaft 28A and is normally free to rotate relative thereto and is axially retained relative to the mainshaft 28A by means of retainers 144. Clutch teeth 136 and 138 present tapered surfaces 146 and 148 which are inclined at about 35° relative to the axis of the mainshaft 28A which provides an advantageous interaction tending to resist nonsynchronous engagement and also tending to cause a synchronous rotation as is described in greater detail in U.S. Pat. No. 3,265,173, the disclosure of which is hereby incorporated by reference. Clutch teeth 136 and 140 are provided with similar complementary tapered surfaces.

Splitter/range gear 120 is rotatably supported at the inward end 150 of output shaft 122 by means of a pair of thrust bearings while range gear 124 surrounds the output shaft 122 and is axially retained thereon by means of thrust washers. Located axially between gears 120 and 124, and rotationally fixed to output shaft 122 by means of external splines and internal splines, is the double acting two position synchronized clutch assembly 128. Many of the well known synchronized positive clutch structures are suitable for use in the auxiliary transmission section of the present invention. The synchronized clutch assembly 128 illustrated is of the pin type described in above mentioned U.S. Pat. No. 4,462,489. Briefly, the synchronized clutch assembly 128 includes a slidable jaw clutch member 162 axially positioned by a shift fork 164 and carrying clutch teeth 166 and 168, respectively, for axial engagement with clutch teeth 170 and 172, respectively, carried by gears 120 and 124, respectively. Gears 120 and 124 define cone friction surfaces 174 and 176, respectively, for frictional synchronizing engagement with matching frictional cone surfaces 178 and 180, respectively, carried by the friction rings 182 and 184, respectively, of the synchronized clutch assembly. Blocker pins 186 and 188 are rotationally fixed to the friction rings 184 and 182, respectively, and interact with blocker openings 190 carried by the sliding member 162 to provide the blocking function as is well known in the prior art. Synchronizing assembly 128 may also include a plurality of spring pins (not shown) for providing initial engagement of the conical friction surfaces at the initiation of a clutch engagement operation.

Output shaft 122 is supported by bearings 192 in housing H and extends therefrom for attachment of a yolk member Y or the like which typically forms a portion of a universal joint for driving a propeller shaft to a differential or the like. The output shaft 122 may also carry a speedometer gear 194 and/or various sealing elements (not shown).

As may be seen by reference to FIGS. 2 and 3, by selectively axially positioning both the splitter clutch 126 and the range clutch 128 in the forward and rearward axial positions thereof, four distinct ratios of main shaft rotation to output shaft rotation may be provided. Accordingly, auxiliary transmission section 102 is a 3-layer auxiliary section of the combined range and splitter type providing four selectable speeds or drive ratios between the input (countershaft 28A) and output (output shaft 122) thereof. Transmissions of this type are well known in the prior art and are sold by assignee Eaton Corporation under the trade names "Super 10" and "Super 18" and may be seen in greater detail by reference to U.S. Pat. No. 4,754,665, the disclosure of which is incorporated herein by reference.

The shift pattern for the transmission 100 is schematically illustrated in FIG. 2A wherein the "S" arrow indicate a splitter shift and the "R" arrow indicates a range shift.

In the preferred embodiment of the present invention, a single shift shaft type shifting mechanism 200 of the type illustrated in FIG. 4 is utilized. Mechanisms of this type are known in the prior art as may be seen by reference to U.S. Pat. Nos. 4,920,815 and 4,621,537, the disclosures of which are incorporated herein by reference.

Briefly, shift lever 98 will interact with block member 202 to cause rotational or axial movement of shaft 204 relative to the transmission housing. Rotational movement will cause keys, such as key 206 and another unseen key, to interact with lands or slots provided in the hubs of the shift forks 60A, 62A and 64A to axially fix two of the shift forks relative to the housing and to axially fix the other shift fork to shaft 204. Axial movement of the shaft 204 and the selected shift fork axially fixed thereto will then result in engagement and disengagement of the jaw clutches associated therewith.

Accordingly, by monitoring of the axial position of a selected segment of shift shaft 204, such as one or more neutral detent notches 210, the in neutral-not in neutral condition of the main section 12 of transmission 10 may be sensed.

The present invention is also applicable to compound transmissions utilizing the well known multiple parallel rail type shift bar housing assemblies as may be seen by reference to U.S. Pat. Nos. 4,445,393; 4,275,612; 4,584,895 and 4,722,237, the disclosures of which are hereby incorporated by reference. Such devices typically include an assembly extending perpendicular to the shift rails (often associated with a shift rail interlock mechanism) which will assume a first position when all of the shift rails are in an axially centered neutral position or a second position when any one of the shift rails is displaced from the axially centered neutral position thereof.

The present invention is also applicable to compound transmissions wherein other mechanical, electrical, electromagnetic or other types of sensors are utilized to sense conditions indicative of transmission main section neutral (not engaged) or not neutral (engaged) conditions.

Although the auxiliary transmission sections are typically attached to the main transmission section, the term "auxiliary transmission section" as used herein is also applicable to detached drive train devices such as multiple-speed axles, multiple-speed transfer cases and the like.

While the present invention is equally applicable to transmission 10 illustrated in FIG. 1 and transmission 100 illustrated in FIGS. 2 and 3, as well as other compound transmissions utilizing synchronized auxiliary section jaw clutch assemblies, for purposes of simplification and ease of understanding, the present invention will be described primarily as utilized with the compound range type transmission illustrated in FIGS. 1, 1A, 1B and 1C.

Assuming a shift control of the type illustrated in FIG. 1B, i.e. a "repeat H" type control, a 4th-to-5th speed compound shift involves disengaging jaw clutch 60 from 4th/8th speed input gear 24, then disengaging clutch 92 from range low speed or reduction gear 86 and engaging clutch 92 with the high speed or direct range gear 88 and then engaging jaw clutch 62 with 1st/5th speed main section gear 54. To accomplish this, the vehicle operator will preselect "HI" with the range selector button 98, will shift from the 4/8 position to N and then to the 1/5 position with shift lever 72. In prior art range type transmissions, such as the 9-speed RT/RTO 11609 "Roadranger" transmission manufactured and sold by Eaton Corporation, a two-position slave valve having a first position for causing "HI" range to be selected and a second position for causing "LO" range to be selected was interlocked in one of its two positions by a plunger or the like wherever the main transmission section 10 was not in neutral. Examples of such valves and interlocks may be seen by reference to above-mentioned U.S. Pat. Nos. 3,229,551; 4,450,869; 4,793,378 and 4,974,474.

As indicated previously, while these devices will, under most conditions, protect the range section synchronizers by preventing initiation of a range shift until the main section is shifted into neutral, under certain conditions the main section shift may complete prior to the range shift which will place the range synchronizer at risk. This is a considerably greater problem for range upshifts (4th-to-5th) than for range downshifts (5th-to-4th) as torque across the synchronizer friction cone surfaces (174/178 in FIG. 3A) when engaging direct range gear 88 will tend to increase the tendency of the synchronizer being hung up on the synchronizer blockers while torque across the friction cone surfaces (176/180 in FIG. 3B) when engaging reduction range gear 86 will tend to pull the synchronizer to an unblocked condition. Generally, in transmissions of the type illustrated in FIGS. 1 and 2, range section synchronizer burn-out is not seen as a significant problem in range section downshifts.

Referring to the transmission of FIG. 1, another serious problem may occur when a driver in 4th gear decides to upshift, then preselects a range upshift and then moves the shift lever to or towards the neutral position. If the driver quickly changes his mind and moves the shift lever back to the 4/8 position without changing the range selection, the range clutch may attempt to complete a range only 4-8 upshift and the large speed differential across the synchronizer cone friction surfaces may result in rapid damage thereto. In such situations, a synchronizer may be severely damaged or destroyed within two seconds.

Similar inadvertent attempted compound skip upshifts will have similar results. For another example, if a driver inadvertently preselects or forgets a preselection of a range upshift, and then attempts a 4-3 downshift, the actual result will be an attempted 4-7 upshift with a large speed differential across the synchronizer friction surfaces.

The auxiliary section control system/method of the present invention overcomes the prior art drawbacks by reducing the force applied by shift fork 94 to engage high speed range gear 86 to a relatively low level when a main section not neutral condition is sensed. The relatively low force is selected to be sufficient to cause the synchronized clutch to engage when synchronous conditions occur but low enough to assure that the risk of synchronizer burn out is minimized or eliminated.

While the present invention is particularly well suited for use in controlling the engagement of a synchronized range clutch, especially the high speed or direct range clutch of a compound transmission, it is not intended to be limited to such use and could be useful in controlling the engagement of synchronized splitter clutches or the like.

For purposes of simplification, the present invention will be described in connection with its expected most advantageous use, namely controlling the force applied to engage the direct or high speed synchronized range clutch (clutch teeth 166 and 170 in FIG. 3A) of a range (10), range/splitter or splitter/range (100) type of compound transmission.

The typical force applied to engage a range clutch is a function of the effective fluid pressure (usually pneumatic) applied to an effective piston area. With fluid pressure application systems, the application force applied to a range clutch is variable by varying the effective fluid pressure and/or effective piston area. The present invention will be described in its preferred mode of a pneumatic actuation system wherein actuation force is varied by varying fluid pressure by means of a dual pressure pressure regulator.

Other means to vary actuation pressure may also be utilized. U.S. Pat. No. 4,928,544, the disclosure of which is incorporated by reference, illustrates an alternate method of providing dual actuation pressures.

In the prior art range clutch actuators, assuming a range shift has been selected/preselected, the main transmission section has been shifted into neutral and the range valve interlock is released, the range valve will provide the selected chamber of the range clutch actuation cylinder/piston with a pressure (usually regulated to about 60 psi-to-80 psi) sufficient to apply a force of about (300 to 400 lbs.) to quickly move the selected clutch into engagement and/or into the blocked position and to apply a significant synchronizing force through the synchronizer friction cones to cause rapid synchronous rotation of the clutch members, unblocking of the synchronizer and movement of the clutch members through the blocker and into positive engagement. If the main section remains in neutral, or in the event of a range section shift into the range low-speed or reduction ratio, the force will not result in damage to the synchronizer and will result in a relatively quick range section engagement. However, in the event the main section is engaged prior to completion of an attempted range section upshift into the range section high speed or direct ratio, serious damage to and/or destruction of the synchronizer may occur relatively quickly in the event of an attempted skip upshift usually within about two (2.0) seconds.

It has been discovered that, upon sensing conditions indicative of a main section shift into engagement (i.e. not neutral) prior to completion of an attempted range section shift into the range section high speed or direct ratio, if the force applied to engage the direct range clutch is reduced to a relatively lower second level (about 40 to 80 lbs. p.s.i.) the direct ratio synchronized range clutch will still engage upon a substantially synchronous rotation of the clutch members (sleeve 162 and gear 114 in FIG. 3A) while the synchronizers will not, at least within a predetermined time (such as 20 to 45 seconds), be damaged or destroyed.

The second lower force is not acceptable for normal engagement of the range synchronizer clutches as a sufficient force is not applied to the synchronizer friction clutches and many range shifts would take an objectionably long period of time.

In accordance with the present invention a variable pressure pressure-regulator 234 is used to achieve a second force level for applying the direct range clutch when a main section not neutral condition is sensed by regulating actuation pressure to a lower pressure. In the preferred embodiments, as may be seen by reference to FIGS. 5 and 7, the range clutch actuator piston assembly 220 defines a piston 221 having a first surface area 222 pressurized to engage the low range clutch, and a second larger surface area 224 pressurized to engage the high range clutch.

Piston 221 is sealingly and slidably received in a cylinder divided into two chambers 222A and 224A. Piston 221 includes a shaft 226 to which is mounted shift yoke 164 for shifting synchronized clutch 128 or 92 to the selected positions thereof.

To provide the synchronizer protection effect, while still urging the direct range clutch into engagement, the present invention is effective to (i) pressurize the second surface area 224 with the first, full pressure (about 80 p.s.i.) when a range shift into direct is selected and the main section is in neutral and (ii) to pressurize the first surface area 224 with a second lower pressure (about 15 to 25 p.s.i.) when a range section shift into direct is selected and the main section is engaged in a ratio (i.e. not neutral).

The second force level (p₂ *A₂₂₄) must be sufficient to cause a direct range clutch engagement when synchronous or substantial synchronous rotation of the high speed range clutch clutch members is achieved and preferably should be sufficient to maintain the direct range in engagement (or in-gear detent means should be provided). The second force should be sufficiently low so that when the synchronizer is engaged on the block, with the main transmission section engaged, the synchronizer cone clutches or the like will not suffer substantial damage for a predetermined period of time, such as, for example, twenty (20) to forty-five (45) seconds.

As an example, a first force (p₁ *A₂₂₄) of about 300 to 400 with a second force of about 40 to 80 has proven highly satisfactory.

As indicated previously, the not engaged (neutral) and the engaged (not neutral) conditions of the main section (12) of transmission (10) may be sensed by sensing axially nondisplaced or displaced positions of the main transmission section shift shaft(s) 204. Such axial displacement of a shift shaft or shift rail may be sensed on the shaft or rail per se, on an extension thereof, or on a cross-shaft or the like.

Devices other than the dual pressure pressure regulator of the present invention for applying either a first or a second relatively lesser force to shifting forks, such as engaging with a larger first and disengaging with a second smaller force, are known in the prior art as may be seen by reference to above-mentioned U.S. Pat. No. 4,928,544.

A synchronizer protecting range shift air control system 230 is illustrated in FIG. 5. The master range valve 232 is connected to a source of filtered and regulated air from dual pressure filter regulator 234. In heavy-duty vehicles, the first or full regulated air pressure is usually 60 to 80 psi. Switch or lever 98 is effective to either pressurize (Low) or vent (High) the low pressure signal or pilot line 236. The low range pilot line 236 connects to the range slave valve 238 which is a two-position, four-way valve spring biased to the high range position (i.e. chamber 224A pressurized and chamber 222A exhausted) and responsive to pressurization of pilot line 236 to move to the low range position (i.e. chamber 222A pressurized and chamber 224A exhausted).

Shaft 204 is movable to either an in-gear position or a neutral position and is provided with a sensing if plunger 244 for the main section is shifted into a neutral position.

A second sensor 246 is provided for sensing if an upshift or downshift is preselected. Sensors 244 and 246 provide mechanical, electrical or pneumatic signals to a controller 248 which is effective to control the regulator 234.

The controller is effective, if at any time after initiation of a range upshift the main transmission section is shifted into an engaged (not neutral) condition, to cause regulator 234 to reduce the pressurization of the supply air to the second lower level.

Slave valve 234 may include interlock means for preventing movement from an existing to a selected position thereof until the main section is sensed as being in a not engaged position. These types of valves are seen in above-mentioned U.S. Pat. Nos. 3,229,551; 4,450,869; 4,793,378 and 4,974,474.

A prior art filter and pressure regulator assembly 270, usually called a "filter regulator", may be seen by reference to FIG. 6. Briefly, as is well known, pressurized air from a source, such as an onboard compressor, enters inlet 272 and passes through filter 274. Hollow push rod 276 is fixed to piston member 278 which is biased upwardly by compression spring 280. The spring force of spring 280 is adjustable by means of set screw 282 acting on spring seat 284.

A valve seat structure 286 is fixed to body 288 and defines a bore 290 therethrough through which the hollow push rod 276 is loosely received allowing the rod 6 to move axially in the bore and also allowing air to pass between the inner diameter surface of the bore and the outer diameter surface of the rod. Bore 290 extends from the inner cavity 292 of filter 274 to an annular passage 294 of body 288 which acts as a manifold for outlets 296, 298 and 300. In use, one outlet is typically used and the remainder are capped.

At the upper end of the bore 290 through the valve seat structure 286, a conical valve seat 302 is defined which cooperates with a valving element 304 which is biased downwardly into sealing contact with the valve seat 302 by a compression spring 306.

Piston 278 is sealingly and slidably received in a cylinder 308 in body 288 and defines an upper surface 310 expressed to pneumatic pressure in the chamber 294. Upper surface 310 is opposed to spring 280.

In operation, spring 280 biases piston 278 and push rod 276 upwardly causing the push rod to move valving element 304 off seat 302 which allows pressurized air to flow from inlet 272, through filter 274 and bore 290 into manifold chamber 294 and out one or more of the outlets 296, 298 and/or 300. This will continue until the pressure in the manifold chamber 294 exceeds the regulated pressure causing the piston 278 and rod 276 to move downwardly against the bias of spring 280 and allowing valving element 304 to move downwardly under the bias of spring 306 to sealingly engage the valve seat 302.

Accordingly, it may be seen that the regulated (i.e. the shut off) pressure of filter regulator assembly 270 is a function of the compressive force of spring 280 which is in turn a function of the axial positioning of spring seat 284.

As an additional optional feature, if push rod 276 is hollow, it will allow excessive pressure in the downstream system to be vented by providing a fluid path to a vented chamber 310 having vent 312 below the piston 278. Briefly, in the closed position of filter regulator 270 as shown in FIG. 6, excessive pressure in manifold chamber 294 will act on the resilient underside of valve element 304 opening the upper end of the inner bore 314 of hollow rod 276, will not unseating the valve element from 302, allowing excessive pressure to vent through the inner bore 314 and vent 312.

As indicated previously, the operation of filter regulator assembly 270 is well known in the prior art and such assemblies are available from the Norgren Company of Littleton, Colo.

The dual pressure pressure regulator 234 of the present invention may be seen by reference to FIG. 7. With the exception of the mechanism for positioning spring seat 284, the structure and function of assembly 234 is identical to that of assembly 270. Accordingly, structurally and functionally substantially identical components of assembly 234 will be assigned like reference numerals and will not be redescribed in detail.

In assembly 234 of the present invention, the set screw assembly 282 of FIG. 6 is replaced by a piston 320 slidably received in bore 332 of a cap portion 324 of body 288. Cap portion 324 is threadably attached to be body 288 at a self-locking thread connection 326 for adjustment purposes. Axial movement of piston 320 in bore 322 is limited by stop member 328 which is shown as an internal snap ring.

A two-position solenoid controlled valve 330 is provided for either pressurizing or venting the chamber 332 under piston 320. When chamber 332 is pressurized, piston 320 will move to its upper position against stop 328 to increase the compressive force of spring 280 and increase the regulated pressure while venting of chamber 332 will allow piston 320 to move downwardly, decreasing the compressive force of spring 280 and the regulated pressure of the filter regulator. The solenoid controlled valve is controlled by controller 248 on the basis of inputs from sensors 244 and/or 246.

To achieve the first, high level of pressurization for operation of actuator 220, chamber 332 is pressurized. To achieve the second, lower level of pressurization for operation of actuator 220 when upshifting the auxiliary section with the main transmission section engaged, chamber 332 is vented. The specific values of the upper and lower regulated pressures may be adjusted by adjustment of the axial position of cap member 324 relative to body 288.

FIGS. 8 and 8A illustrate an alternate embodiment of dual pressure regulator involving a first piston 360 and a second piston 362 and two independently pressurized and exhausted pilot connections, pilot 1 and pilot 2. As may be seen, by reference to the Figures, if power fails, causing both pilot 1 and pilot 2 to be exhausted, the output of the regulator is zero pressure and the actuator 220 will remain as is. The pressurization and exhaust of pilot 1 and of pilot 2 may be by two independently controlled solenoid valves or the like.

While the present invention has been described with a certain degree of particularity, it is understood that the present description is by way of example only and that modification and rearrangement of the parts is possible within the spirit and the scope of the present invention as hereinafter claimed. 

We claim:
 1. A control system for controlling a shift actuator assembly (230) associated with a synchronized jaw clutch (92) for selectively engaging and disengaging a selectable ratio in a first transmission section (14) of a compound transmission (10) comprising first and second (12) multiple speed sections connected in series, said second section shiftable into maintainable engaged and not engaged conditions, said actuator assembly (230) comprising a pressurized fluid actuated piston/cylinder assembly (220) defining two selectively pressurized and vented chambers (222A, 224A), a control valve (238) for selectively pressurizing a selected one of said chambers and venting the other of said chambers and a dual pressure pressure regulator (234) for providing pressurized fluid to said control valve pressurized to either a first pressure (p₁) or a second pressure (p₂), said first pressure (p₁) greater than said second pressure (p₂), said system comprising:(a) means for sensing selection of engagement of said first transmission section selectable ratio 246; (b) means for sensing if the second transmission section is in either an engaged or a not engaged condition (244); (c) means (248/234) for (i) responding to sensing ((a)) a selection of engagement of said first transmission section selectable ratio and ((b)) said second transmission section not engaged by causing said actuator to urge said synchronized jaw clutch into engagement with a first force by pressurizing one (224A) of said chambers to said first pressure (pl) and venting the other (222A) of said chambers; and for (ii) responding to sensing ((a)) a selection of engagement of said first transmission section selectable ratio and ((b)) said second transmission section engaged by causing said actuator to urge said synchronized jaw into engagement with a second force by pressurizing said one (224A) of said chambers to said second pressure (P2) and venting the other (222A) of said chambers, said second force being considerably smaller than said first force.
 2. The system of claim 1 wherein said first force is at least twice as large as said second force.
 3. The system of claims 1 or 2 wherein said compound transmission is a manually operated range type transmission, said first transmission section is an auxiliary range section having a high speed and a low speed ratio and said selectable ratio is the high speed range section ratio.
 4. The system of claims 1 or 2 wherein said compound transmission is a vehicular transmission having a maximum rated input torque and is intended for use in a vehicle having a maximum expected g.v.w., said second force selected to be (a) sufficient to cause engagement of said auxiliary section high speed synchronized clutch when the jaw clutch members thereof are rotating at a substantially synchronous speed, and (b) insufficient over a predetermined period of time to cause greater than a predetermined wear to the friction surfaces of the auxiliary section high speed synchronized clutch when (i) said clutch is urged into engagement with said main section engaged, (ii) said jaw clutch members are rotating at significantly nonsynchronous speed, (iii) said maximum rated input torque is applied to the transmission input shaft and (iv) said vehicle has the maximum expected g.v.w.
 5. The system of claim 1 wherein said dual pressure pressure regulator comprises an assembly (234) for limiting the pressure of pressurized fluid applied to an outlet (296, 298, 300) thereof to a selected one of a first and a second (p₁, p₂) selectable maximum fluid pressures, said first pressure (p₁) greater than said second pressure (p₂), said assembly comprising:a body (288) defining an inlet (272) for connection to a source of pressurized fluid normally pressurized to at least said first pressure, a chamber (294) fluidly connected to said outlet, a passage (290) for fluidly connecting said inlet to said chamber, and a valve seat (302) defined about a portion of said passage; a valving element (304) movable in said body, said valving element biased (306) into sealing engagement with said valve seat to block fluid flow through said passage and movable against said bias to unseat from said valve seat allow fluid flow through said passage. an actuation assembly (276/278) having a first surface (310) exposed to fluid pressure in said chamber and carrying an actuator member (276) for cooperation with said valving member, said actuator assembly having a first position in said body wherein said actuator member abuts said valving member to unseat same and a second position in said body wherein said actuator member allows said valving member to sealingly engage said valve seat, fluid pressure on said first surface effective to urge said actuator assembly towards said second position thereof; pressure control biasing means (280/284) for urging said actuator assembly towards said first position thereof; and means (320, 322) for selectively causing said pressure control biasing means to exert a selected one of two selectable pressures on said actuator assembly.
 6. The system of claim 5 wherein said pressure control biasing means comprises a compression spring having a first end contacting said actuator assembly on a second surface opposite said first surface and a second end contacting a spring seat 284, said spring seat movable to either a first or second position in said body by pressure selection means (330).
 7. The system of claim 6 wherein said spring seat cooperates with a fluid piston (320) positioned to a selected one of two positions by a solenoid controlled valve (330).
 8. A control method for controlling the operation of a shift actuator assembly (230) said shift actuator assembly operatively connected to a synchronized jaw clutch (92) movable to a first and a second position, respectively, for selectively engaging a disengaging, respectively, a selectable radio (high) in a first transmission section (14) of a compound transmission (10) comprising first and second (12) multiple speed transmission sections connected in series, said second transmission section having mutually exclusive engaged and not engaged conditions, said actuator assembly (230) comprising a pressurized fluid actuated piston/cylinder assembly (220) defining two selectively pressurized and vented chambers (222A,224A), a control valve (238) for selectively pressurizing a selected one of said chambers and venting the other of said chambers, and a dual pressure regulator (234) for providing pressurized fluid to said control valve pressurized to either a first pressure (p₁) or a second pressure (p₂), said first pressure (p₁) greater than said second pressure (p₂), said method comprising:(a) sensing selection of engagement of said first transmission section selectable ratio; (b) sensing if the second transmission section is in either the engaged or the not engaged condition; (c) responding to sensing (i) a selection of engagement of said first transmission section selectable ratio and (ii) said second transmission section not engaged by causing said actuator to urge said synchronized jaw clutch into said first position by pressurizing one (224A) of said chambers to said first pressure (p₁) and venting the other (222A) of said chambers; and responding to sensing (i) a selection of engagement of said first transmission section selectable ratio and (ii) said second transmission section engaged by causing said actuator to urge said synchronized jaw into said first position by pressurizing said one (224A) of said chambers to said second pressure (p₂) and venting the other (222A) of said chambers.
 9. The method of claim 8 wherein said first pressure is at least twice as large as said second pressure.
 10. The method of claims 8 or 9 wherein said compound transmission is a manually operated range type transmission, said first transmission section is an auxiliary range section having a high speed and a low speed ratio and said selectable ratio is the high speed range section ratio.
 11. A method for controlling the shifting of a compound change gear transmission (10) of the type comprising a manually shifted multiple-speed transmission section (12) shiftable into an engaged or a not engaged condition connected in series with a multiple-speed auxiliary section (14), said auxiliary section including low-speed (168/172) and high-speed (166/170) synchronized jaw clutches (92) shiftable by an actuator assembly (230) to a first position to engage a low-speed (reduction) auxiliary section ratio and to a second position to engage a high-speed (direct) auxiliary section ratio, said actuator assembly (230) comprising a pressurized fluid actuated piston/cylinder assembly (220) defining two selectively pressurized and vented chambers (222A, 224A), a control valve (238) for selectively pressurizing a selected one of said chambers and venting the other of said chambers, and a dual pressure regulator (234) for providing pressurized fluid to said control valve pressurized to either a first pressure (p₁) or a second pressure (p₂), said first pressure (p₁) greater than said second pressure (p₂), said method characterized by:sensing a selection of a shift of said auxiliary section into a selected one of the low-speed and the high-speed auxiliary section ratios; sensing said main transmission section being in either the engaged or in a not engaged condition thereof, responding to sensing (i) a selection of a shift into the auxiliary section high-speed ratio and (ii) said main transmission section in the not engaged condition by causing said actuator to urge said auxiliary section jaw clutches into said second position with a first force level by pressurizing one (224A) of said chambers to said first pressure (p₁) and venting the other (222A) of said chambers; and thereafter responding to (i) a continuing selection of a shift into the auxiliary section high-speed ratio and (ii) said main transmission section in an engaged condition by causing said actuator to urge said auxiliary section jaw clutches into said second position with a second force level by pressurizing said one (224A) of said chambers to said second pressure (p₂ and venting the other (222A) of said chambers, said second force level being considerably lower than said first force level.
 12. The method of claim 11 further comprising:responding to sensing (i) a selection of a shift into the auxiliary section low-speed ration and (ii) said main transmission section in the not engaged condition, by causing said actuator to urge said auxiliary section jaw clutches into said first position with a third force level substantially equal to said first force level by venting said one chamber (224A) and pressurizing said other (22A) of said chambers to said first pressure (p₁); and thereafter, responding to a continuing selection of a shift into the auxiliary section low-speed ratio by causing said actuator to urge said auxiliary section low-speed synchronized clutch into said first position with said third force level regardless of the engaged or not engaged condition of said main transmission section.
 13. The method of claims 11 or 12 wherein said auxiliary section (14) is a two-speed range section and said high speed ratio is a direct speed ratio.
 14. The method of claim 11 or 12 further comprising prohibiting initiation of a selected auxiliary section shift until main transmission section in neutral is sensed.
 15. The method of claims 11 or 12 wherein said first force level is at least twice as large as said second force level.
 16. The method of claims 11 or 12 wherein said compound transmission is a vehicular transmission having a maximum rated input torque and is intended for use in a vehicle having a maximum expected gross vehicle weight, said second force selected to be (a) sufficient to cause engagement of said auxiliary section high speed synchronized clutch when the jaw clutch members thereof are rotating at a substantially synchronous speed, and (b) insufficient over a predetermined period of time to cause greater than a predetermined wear to the friction surfaces of the auxiliary section high speed synchronized clutch when (i) said clutch is urged into engagement with said main section engaged, (ii) said jaw clutch members are rotating at significantly nonsynchronous speed, (iii) said maximum rated input torque is applied to the transmission input shaft and (iv) said vehicle has the maximum expected g.v.w. 